Engine mounting structure under an aircraft wing

ABSTRACT

This invention relates to a mounting structure ( 1 ) for mounting an engine ( 2 ) under an aircraft wing ( 4 ), the structure comprising a rigid structure ( 8 ) and means ( 10 ) of fastening this rigid structure under the wing, the mounting means comprising a forward fastener ( 14 ), an intermediate fastener ( 15 ) and an aft fastener ( 16 ). According to the invention, the forward fastener has at least one triangular shackle on each side of a vertical plane passing through a longitudinal axis ( 5 ) of the engine ( 2 ), placed in a vertical plane oriented along a longitudinal direction (X) of the aircraft. Furthermore, the intermediate fastener comprises a connecting rod capable of transferring forces applied in a direction (Y) transverse to the aircraft, and the aft fastener comprises at least one shackle oriented along a vertical direction (Z) of the aircraft.

This invention relates to a structure for mounting or suspending anengine under an aircraft wing, this device comprising a rigid structureand means of mounting this rigid structure under the wing.

This type of structure may be used on any type of aircraft comprisingengines suspended from its wing, such as turbojets or turboprops.

STATE OF PRIOR ART

On existing aircraft, engines are suspended under the wing by complexEngine Mounting Structures (EMS).

For turbojets, the most frequently used mounting structures have a rigidbox type structure, also called a “pylon”, in other words formed by theassembly of lower and upper stringers connected together by a pluralityof transverse ribs. Furthermore, turboprop mounting structures areusually composed of an aft underwing box, extended by a latticestructure, in the forward longitudinal direction of the turboprop.

In a known manner, these structures are designed particularly totransmit static and dynamic forces generated by engines, such as weight,thrust or different dynamic forces, to the wing.

In this respect, in known mounting structures according to prior art,forces are conventionally transmitted between the structure and the wingby a forward fastener, an aft fastener and an intermediate fastenerdesigned particularly to resist thrust forces.

To achieve this, the forward fastener comprises two groups of shackles,each placed vertically on each side of the rigid structure. Each groupof shackles connects a fitting with a double head fixed to the upperstringers of the rigid structure of the device, to a double headedfitting fixed to a forward stringer of the wing. Connections betweengroups of shackles and the fittings are made by axes oriented along adirection transverse to the aircraft, in other words along a directionorthogonal to the vertical and also to the longitudinal axis of thisaircraft.

The aft fastener comprises two pairs of triangular shackles placed invertical planes oriented along the transverse direction of the aircraft.These two pairs of triangular shackles connect a double fitting fixed tothe upper aft stringer of the rigid structure, to a fitting fixed to anintermediate stringer of the wing. Connections between the two pairs ofshackles and the fittings are then made through axes oriented along thelongitudinal direction of the aircraft.

The intermediate fastener that will resist the thrust forces, alsocalled the “spigot” fastener, is usually materialised by a ball jointwith a vertical axis fixed in the aft upper stringer of the rigidstructure, between the forward fastener and the aft fastener. Thisspigot fastener is a shear pin fixed under the aircraft wing, so that itprojects vertically into the ball joint mentioned above.

In this conventional statically determinate arrangement according toprior art, longitudinal forces (thrust, inverters) are transmittedthrough the intermediate fastener. Transverse forces are distributedbetween this same intermediate fastener and the aft fastener, whileforces along the vertical direction pass simultaneously through theforward fastener and the aft fastener.

Furthermore, the moment about the longitudinal axis is resisted by theforward fastener, and the moment about the transverse axis is resistedin the vertical direction by the assembly formed by the forward and aftfasteners. Finally, the moment about the vertical axis is resisted inthe transverse direction by the assembly formed by the intermediatefastener and the aft fastener.

Although the solution that has just been presented provides asatisfactory means of transmitting static and dynamic forces generatedby the engine under all flight conditions, it does have non-negligibledisadvantages.

The intermediate fastener is necessarily large and relatively heavy,because its main function is to resist thrust forces. Naturally, thisinevitably leads to a significant increase in the global mass of themounting structure.

Note also that the mounting plate fixed to the shear pin necessary sothat the shear pin can be mounted under the aircraft wing, is a partthat is complex in design and difficult to define. Obviously, this isdue to the need to make this mounting plate cooperate with components ofthe wing structure, in other words mainly stringers and ribs.

OBJECT OF THE INVENTION

Therefore, the purpose of the invention is to propose an engine mountingstructure under an aircraft wing, this structure at least partiallycorrecting the disadvantages mentioned above related to structuresaccording to prior art.

More precisely, the purpose of the invention is to present an enginemounting structure under an aircraft wing, particularly including meansof mounting this rigid structure under the wing, in which the design ofthese means is significantly simpler than in earlier designs.

To achieve this, the object of the invention is an engine mountingstructure under an aircraft wing, comprising a rigid structure and meansof fastening this rigid structure under the wing, the mounting meanscomprising a forward fastener, an intermediate fastener and an aftfastener. According to the invention, the forward fastener has at leastone triangular shackle on each side of a vertical plane passing througha longitudinal axis of the engine, placed in a vertical plane orientedalong a longitudinal direction of the aircraft. Furthermore, theintermediate fastener comprises a connecting rod capable of transferringforces applied in a direction transverse to the aircraft, and the aftfastener comprises at least one shackle oriented along a verticaldirection of the aircraft.

Advantageously, the design of the structure mounting means according tothe invention is very much simpler than the design encountered inmounting structures according to prior art. This is mainly due to thefact that the intermediate fastener provided in the invention is lesscomplex than the spigot type fastener previously required to transferthrust forces along the longitudinal direction of the aircraft.

Effectively, in this statically determinate arrangement of thisinvention, the longitudinal forces are transmitted by the twohalf-fasteners of the front fastener each comprising at least onetriangular shackle, the transverse forces are transmitted through theintermediate fastener composed essentially of a single connecting rod,and forces along the vertical direction pass simultaneously through theforward fastener and the aft fastener.

Thus, elimination of this spigot fastener inevitably causes aconsiderable reduction in the mass and size of the mounting means, andconsequently a non-negligible reduction in the global mass and cost ofthe mounting structure. Furthermore, the fact that the intermediatefastener is capable of transferring forces applied in the transversedirection means that the aft fastener can then have an extremely simpledesign, namely it can be made so that it simply resists the forces alongthe vertical direction.

Preferably, the intermediate fastener also comprises a lower fittingfixed to the rigid structure and an upper fitting fixed to the aircraftwing, and the connecting rod is mounted on the two lower and upperfittings, for example articulated.

Furthermore, this connecting rod may be arranged in a vertical planeoriented along the transverse direction of the aircraft, so as to resistforces applied in the same transverse direction as well as possible. Inthis respect, the connecting rod may also be arranged along thistransverse direction of the aircraft.

Preferably, the aft fastener comprises a pair of shackles oriented alongthe vertical direction of the aircraft, and the forward fastenercomprises a pair of triangular shackles on each side of the verticalplane passing through the longitudinal axis of the engine, placed invertical planes oriented along the longitudinal direction of theaircraft. Obviously, the fact of providing pairs of shackles provides ameans of obtaining better mechanical strength characteristics than arepossible with solutions using single shackles.

It is then possible that the pair of shackles on the aft fastener can beconnected to the rigid structure and to the aircraft wing through axesoriented along the longitudinal direction of this aircraft. Similarly,it is also possible that each of the two pairs of triangular shackles ofthe forward fastener is connected to the rigid structure and to theaircraft wing through axes oriented along the transverse direction ofthis aircraft.

Preferably, the aft fastener also comprises a fitting fixed to the rigidstructure connected to the pair of shackles through an axis orientedalong the longitudinal direction of this aircraft, and the aft fasteneralso comprises a fitting fixed to the wing, connected to the pair ofshackles through an axis oriented along this same longitudinaldirection.

Similarly, the forward fastener preferably comprises two fittings fixedto the rigid structure, each fitting being connected to one of the twopairs of triangular shackles through at least one axis oriented alongthe transverse direction of this aircraft, and the forward fastener alsocomprises two fittings fixed to the wing, each fitting being connectedto one of the two pairs of triangular shackles through at least one axisoriented along the transverse direction of this aircraft.

Furthermore, for the forward fastener, each triangular shackle may beconnected to the rigid structure and to the aircraft wing through threeaxes passing through it, preferably perpendicular, close to each ofthese three vertices.

According to a first preferred embodiment of this invention, at leastone triangular shackle of the first fastener is connected to the rigidstructure at one of its bases, and to the wing by the vertex oppositethis base. In other words, at least one triangular shackle is arrangedsuch that it extends vertically upwards from one of its bases to thevertex opposite this base.

According to a second preferred embodiment of this invention, at leastone triangular shackle of the first fastener is connected to the rigidstructure at one of its vertices, and to the wing by the base oppositethis vertex. Once again, this means that at least one triangular shackleis arranged such that it extends vertically downwards, from one of itsbases to the vertex opposite this base.

Other advantages and special features of the invention will becomeclearer in the non-limitative detailed description given below.

BRIEF DESCRIPTION OF THE FIGURES

This description will be made with reference to the appended figures,wherein:

FIG. 1 shows a perspective view of an engine mounting structure under anaircraft wing, according to a first preferred embodiment of thisinvention;

FIG. 2 shows an enlarged and exploded perspective view of part of theforward fastener of the mounting structure in FIG. 1;

FIG. 3 shows an enlarged and exploded perspective view of the aftfastener of the mounting structure in FIG. 1;

FIG. 4 shows an enlarged perspective view of the intermediate fastenerof the mounting structure in FIG. 1; and

FIG. 5 shows a partial perspective view of an engine mounting structureunder an aircraft wing according to a second preferred embodiment ofthis invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

FIG. 1 shows a mounting structure 1 according to a first preferredembodiment of this invention, this structure 1 being designed to suspenda turboprop 2 under an aircraft wing shown only diagrammatically forobvious reasons of clarity, and generally denoted by the numericreference 4. Note that the mounting structure 1 shown in this FIG. 1 isadapted to cooperate with a turboprop 2, but it could be any structuredesigned to suspend any other type of engine such as a turbojet, withoutdeparting from the scope of the invention.

Throughout the following description, by convention, X is the directionparallel to a longitudinal axis 5 of the engine 2, Y is the transversedirection relative to the aircraft, and Z is the vertical direction,these three directions being orthogonal to each other. Thus, it shouldbe understood that the directions X, Y and Z are the longitudinal,transverse and elevation directions both for the aircraft and for theengine 2.

Note that the longitudinal axis 5 of the engine 2 should be understoodas being the longitudinal axis of the engine casing, and not thelongitudinal axis of its propeller 7.

Secondly, the terms “forward” and “aft” should be considered withrespect to a direction of progress of the aircraft as a result of thethrust applied by the engines 2, this direction being showndiagrammatically by the arrow 6.

Only one rigid structure 8 of the mounting structure 1 is shown in FIG.1, accompanied by mounting means 10 for this rigid structure 8 under thewing 4 of the aircraft, these means 10 actually forming part of themounting structure 1. Other components of this structure 1 that are notshown, of the secondary structure type, segregate and hold the systemswhile supporting aerodynamic fairings, and are conventional elementsidentical or similar to those encountered in prior art and known tothose skilled in the art. Consequently, no detailed description of themwill be made.

Similarly, the rigid structure 8 is similar to structures encountered instructures according to prior art and their design is specific anddifferent depending on the nature of the engine that they are tosuspend, and consequently will not be described further.

On the other hand, the mounting means 10, located generally towards theaft of the rigid structure 8, and more precisely at an underwing box 12in the case shown of a rigid turboprop structure, are specific to thisinvention and therefore will be described in detail below.

In general, the mounting means 10 are composed of a front fastener 14,an intermediate fastener 15 and an aft fastener 16, the intermediatefastener 15 being located between the forward fastener 14 and the aftfastener 16. As will be described in detail below, the forward fastener14 connects an upper stringer 18 of the underwing box 12 of the rigidstructure 8, to a forward vertical stringer 20 forming an integral partof the wing structure 4 and extending approximately in a longitudinaldirection (not shown) of this same wing 4. The intermediate fastener 15also connects the upper stringer 18 of the underwing box 12 to theforward longitudinal stringer 20 of the wing 4.

Furthermore, the aft fastener 16 connects an aft end of the upperstringer 18 of the underwing box 12, to a horizontal rib (not shown)approximately perpendicular to a main wing stringer (not shown) formingan integral part of the structure of wing 4.

As can be seen in FIG. 1, the forward fastener 14 is actually composedof two half-fasteners 14 a and 14 b, approximately identical, arrangedon each side of a vertical plane (not shown) passing through thelongitudinal axis 5 of the engine and preferably arranged symmetricallyabout this plane. This is why only one of these two half-fasteners 14 a,14 b will be described in detail below.

With reference more specifically to FIG. 2, it can be seen that the halffastener 14 a comprises firstly a fitting 24, preferably a doublefitting, fixed to the stringer 18 of the underwing box 12. This fitting24 extends in a vertical plane oriented along the longitudinal directionX, namely in an XZ plane, practically along the prolongation of a sideplate 26 of the underwing box 12. It is also perforated by two throughholes 28 (only one is shown in FIG. 2), oriented along the transverse Ydirection of the aircraft.

Two triangular shackles 30 and 32, preferably identical andapproximately in the form of an equilateral triangle, are arranged oneach side of this fitting 24, also in XZ planes. Thus, the outer shackle30 and the inner shackle 32 together form a pair of triangular shackles34, in which the shackles 30, 32 are parallel to each other.Consequently, note that the pair of triangular shackles 34 could also bemade using double shackles, without departing from the scope of theinvention. In this case, the pair of shackles 34 would then comprisefour identical shackles distributed in two sets of two superposedtriangular shackles, arranged on each side of the fitting 24.

In this first preferred embodiment of the present invention, the outershackle 30 is arranged such that one of its bases 30 a is mounted on thefitting 24, this base 30 a being oriented approximately along thelongitudinal direction X. In this way, it is obvious that the shackle 30is placed such that it extends vertically upwards along the Z directionfrom its base 30 a, to a vertex 30 b opposite this base 30 a.

Thus, a through hole 36 oriented along the Y transverse direction isarranged close to each of the two vertices (not referenced) associatedwith this base 30 a. Similarly, the inner shackle 32 is arranged inexactly the same way as the outer shackle 30, namely one of its bases 32a is mounted on the fitting 24, and this base 32 a is arrangedapproximately along the longitudinal direction X. Consequently, onceagain, a through hole 38 is formed oriented along the transversedirection Y close to each of the two vertices (not referenced)associated with this base 32 a.

In order to make the link between the pair of shackles 34 and thefitting 24, the half-fastener 14 a then comprises two axes 40 and 42oriented along the transverse direction Y, and arranged in the samehorizontal XY plane. The forward axis 40, preferably double as shown inFIG. 2, passes in sequence through one of the two through holes 36 inthe outer triangular shackle 30, one of the two through holes 28 formedin the fitting 24, and one of the two through holes 38 in the innertriangular shackle 32. Similarly, the aft axis 42, preferably alsodouble, passes in sequence through the other of the two through holes 36in the triangular outer shackle 30, the other of the two through holes28 formed in the fitting 24, and the other of the two through holes 38in the inner triangular shackle 32.

Furthermore, the half-fastener 14 a is provided with another fitting 44oriented in a vertical XZ plane and in the form of a rib of thestructure of the wing 4, this rib 44 being fixed to the stringer 20 asis clearly visible in FIG. 1. A single through hole 46 is drilled in alower forward part of this fitting 44 oriented vertically along thelongitudinal direction X, oriented along the transverse Y direction ofthe aircraft.

To fasten the pair of triangular shackles 34 on this fitting 44, theouter shackle 30 is provided with a through hole 48 oriented along the Ytransverse direction, this hole 48 being formed close to the vertex 30 bopposite the base 30 a mentioned above. Similarly, the inner shackle 32is provided with a through hole 50 oriented along the Y transversedirection, this hole 50 being formed close to a vertex 32 b opposite thebase 32 a indicated above.

With such an arrangement, an upper axis 52 oriented along the Ytransverse direction, arranged above the axes 40 and 42 and preferablydouble like that shown in FIG. 2, can then form the link between thepair of shackles 34 and the fitting 44, by passing successively throughthe through hole 48 in the outer triangular shackle 30, the through hole46 in the fitting 44, and the through hole 50 in the inner triangularshackle 32.

As mentioned above, the half-fastener 14 b will not be describedfurther, since the only difference between the fitting 54 insertedbetween the stringer 20 and the pair of triangular shackles (notreferenced) and the fitting 44 of half-fastener 14 a, is in their lengthalong the X direction. Obviously, this is due to the position of thestringer 20 of the wing 4, which is located in a vertical plane inclinedfrom a YZ plane.

With reference to FIG. 3, it can be seen that the aft fastener 16comprises a fitting 56 fixed to an aft end of the stringer 18 of theunderwing box 12. This fitting 56 extends in a vertical plane orientedalong the Y transverse direction, namely in a YZ plane, practically inline with an aft vertical partition 58 of the underwing box 12.Furthermore, the fitting 56 is symmetric with respect to the verticalplane passing through the longitudinal axis of the engine 2.

This fitting 56 is perforated by a through hole 60 cut diagrammaticallythrough the vertical plane passing through the longitudinal axis 5mentioned above, and oriented along the longitudinal direction X of theaircraft.

Two simple shackles 62 and 64, preferably identical and approximately inthe shape of a rectangle with rounded widths, are arranged on each sideof this fitting 56, also in YZ planes. Thus, the forward shackle 63 andthe aft shackle 64 together form a pair of shackles 66, in which theshackles 62, 64 are parallel to each other. Note that the pair ofshackles 66 can also be made using double shackles without departingfrom the scope of the invention.

A through hole 68 is made close to a lower end (not referenced) of theforward shackle 62, oriented along the longitudinal direction X.Similarly, the aft shackle 64 is arranged identically to the forwardshackle 62, namely along the vertical direction Z. Once again, a throughhole 70 is formed oriented along the longitudinal direction X close tothe lower end (not shown) of the aft shackle 64.

The aft fastener 16 is provided with a lower axis 72 oriented along theX longitudinal direction, to make the link between the pair of shackles66 and the fitting 56. This lower axis 72, preferably double as shown inFIG. 3, then passes firstly through the through hole 68 in the forwardshackle 62, the through hole 60 formed in the fitting 56, and thethrough hole 70 in the aft shackle 64.

Moreover, the aft fastener 16 is provided with another fitting 76oriented globally in a YZ vertical plane and being prolonged upwards bya horizontal plate 78, this plate 78 being fixed to the horizontal ribapproximately perpendicular to the main stringer of the wing 4.Consequently, the fitting 76 passes through an intrados skin 22 of theflange 4, or is added onto this skin 22 in liaison with the horizontalrib.

In a lower part, this fitting 76 is perforated by a single through hole80, oriented along the longitudinal X direction of the aircraft.

To fasten the pair of shackles 66 on this fitting 76, the forwardshackle 62 is provided with a through hole 82 oriented along thelongitudinal X direction, this hole 82 being formed close to an upperend (not referenced) of this forward shackle 62. Similarly, the aftshackle 64 is provided with a through hole 84 oriented along thelongitudinal direction X, this hole 84 being formed close to an upperend (not referenced) of this aft shackle 64.

With this arrangement, an upper axis 86 arranged above the axis 72 andpreferably double as shown in FIG. 3, can then provide the link betweenthe pair of shackles 66 and the fitting 76, passing in sequence throughthe through hole 82 of the forward shackle 62, the through hole 80 ofthe fitting 76, and the through hole 84 of the aft shackle 64.

With reference now to FIG. 4, it can be seen that the intermediatefastener 15 comprises mainly a connecting rod 88 for resistance offorces applied along the transverse direction Y, this connecting rod 88being located in a vertical plane YZ, and preferably arranged along thissame transverse direction Y or even slightly inclined from this Ydirection, as is shown in FIG. 4.

The intermediate fastener 15 is also provided with an inner fitting 90fixed to the stringer 18 of the underwing box 12, the fitting 90 beingpreferably doubled headed, and therefore perforated by two through holes(not referenced) in line along the longitudinal direction X. A first end88a of the connecting rod 88 is thus mounted articulated on this fitting90, through an axis 92 oriented along the longitudinal X direction.

Furthermore, the intermediate fastener 15 is provided with an upperfitting 94 fixed to the stringer 20 of the structure of wing 4, thefitting 94 also preferably being doubled headed, and thereforeperforated by two through holes (not referenced) in line along thelongitudinal X direction. A second end 88b of the connecting rod 88 isthen mounted articulated on this fitting 94, through an axis 96 orientedalong the longitudinal X direction.

Finally, it is possible that the vertical plane passing through thelongitudinal axis 5 of the turboprop 2 should pass approximately throughthe middle of the connecting rod 88.

In this statically determinate arrangement of the present invention,longitudinal forces (thrust, inverters) are transmitted through theforward fastener 14. Transverse forces are transmitted through theintermediate fastener 15, while forces along the vertical direction passsimultaneously through the forward fastener 14 and the aft fastener 16.Note that with this configuration, the longitudinal forces pass directlythrough ribs 44 and 54 of the structure of the wing 4, these ribs 44 and54 being globally located in the aft direction from the half fasteners14 a, 14 b.

Furthermore, the moment about the longitudinal axis is resisted in thevertical direction by the two half-fasteners 14 a, 14 b of the forwardfastener 14, and the moment about the transverse axis is also resistedin the vertical direction by the assembly formed by the forward fastener14 and the aft fastener 16. Finally, the moment about the vertical axisis resisted in the longitudinal direction by the two half-fasteners 14a, 14 b of the forward fastener 14.

FIG. 5 shows part of a mounting structure 100 according to a secondpreferred embodiment of this invention. This structure 100 isapproximately identical to the structure 1 according to the firstembodiment described above. Consequently, elements with the same numericreferences correspond to identical or similar elements.

Thus, this FIG. 5 shows that the difference between the mountingstructures 1 and 100 is in the arrangement of triangular shacklesbelonging to the forward fastener 14 of the mounting means 10.

If all the triangular shackles 30 and 32 of the structure 1 werearranged such that they extend vertically upwards, from one of theirbases to the vertex opposite this base, these same triangular shacklesof the structure 100 would also extend vertically, but from one of theirbases to the vertex opposite this base in the downwards direction. Inother words, the triangular shackles 30, 32 of the pair of shackles 44were pivoted by 180° about the transverse Y direction from theirpositions occupied in the first preferred embodiment.

Consequently, and as can be clearly seen in FIG. 5, the bases 30 a and32 a of the two half-fasteners 14 a, 14 b of the forward fastener 14 areconnected to fittings 44 and 54 of wing 4, and the opposite vertices 30b and 32 b are connected to fittings 24 fixed to the rigid structure 8.

Obviously, those skilled in the art could make various modifications tothe mounting structures 1 and 100 that have been described above asnon-limitative examples only.

1. Mounting structure for mounting an engine under an aircraft wing,said structure comprising a rigid structure and means of fastening thisrigid structure under the wing, said mounting means comprising a forwardfastener, an intermediate fastener and an aft fastener, characterised inthat said forward fastener has at least one triangular shackle placed oneach side of a vertical plane passing through a longitudinal axis of theengine, placed in a vertical plane oriented along a longitudinaldirection X of the aircraft, in that said intermediate fastenercomprises a connecting rod capable of transferring forces applied in adirection Y transverse to the aircraft, and in that said aft fastenercomprises at least one shackle oriented along a vertical direction Z ofthe aircraft.
 2. Mounting structure according to claim 1 for mounting anengine, characterised in that said intermediate fastener is alsoprovided with an inner fitting fixed to the rigid structure and an upperfitting fixed to the wing of the aircraft, and in that said connectingrod is mounted on the two lower and upper fittings.
 3. Mountingstructure according to claim 2 for mounting an engine, characterised inthat said connecting rod is mounted articulated on the two lower andupper fittings.
 4. Mounting structure according to claim 1 for mountingan engine, characterised in that said connecting rod is placed in avertical plane oriented along the transverse direction Y of theaircraft.
 5. Mounting structure according to claim 4 for mounting anengine, characterised in that said connecting rod is arranged along thetransverse direction Y of the aircraft.
 6. Mounting structure accordingto claim 1 for mounting an engine, characterised in that said aftfastener comprises a pair of shackles oriented along the verticaldirection Z of the aircraft, and in that the forward fastener comprisesa pair of triangular shackles on each side of the vertical plane passingthrough the longitudinal axis of the engine, placed in vertical planesoriented along the longitudinal direction X of the aircraft.
 7. Mountingstructure according to claim 6 for mounting an engine, characterised inthat said pair of shackles of the aft fastener is connected to the rigidstructure and to the wing of the aircraft, through axes oriented alongthe longitudinal direction X of this aircraft.
 8. Mounting structureaccording to either claim 6 or 7 for mounting an engine, characterisedin that each of the two pairs of triangular shackles of the forwardfastener is connected to the rigid structure and to the wing of theaircraft through axes oriented along the transverse direction Y of thisaircraft.
 9. Mounting structure according to claim 6 for mounting anengine, characterised in that said aft fastener also comprises a fittingfixed to the rigid structure connected to said pair of shackles throughan axis oriented along the longitudinal direction X of this aircraft,and in that said aft fastener also comprises a fitting fixed to thewing, connected to said pair of shackles through an axis oriented alongthe longitudinal direction X of this aircraft.
 10. Mounting structureaccording to claim 6 for mounting an engine, characterised in that saidforward fastener also comprises two fittings fixed to the rigidstructure, each fitting being connected to one of the two pairs oftriangular shackles through at least one axis oriented along thetransverse direction Y of this aircraft, and in that said forwardfastener also comprises two fittings fixed to the wing, each fittingbeing connected to one of the two pairs of triangular shackles throughat least one axis oriented along the transverse direction Y of thisaircraft.
 11. Mounting structure according to claim 1 for mounting anengine, characterised in that each triangular shackle of the firstfastener is connected to the rigid structure and to the aircraft wingthrough three axes passing through it, close to each of its threevertices.
 12. Mounting structure according to claim 1 for mounting anengine, characterised in that at least one triangular shackle of thefirst fastener is connected to the rigid structure at one of its bases,and to the wing by the vertex opposite this base.
 13. Mounting structureaccording to claim 1 for mounting an engine, characterised in that atleast one triangular shackle of the first fastener is connected to therigid structure at one of its vertices, and to the wing at the baseopposite this vertex.